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Transport for NSW Not Accept These Recommendations? Responses to supplementary questions: 1. Can you clarify the discounts available to airport workers using the two airport stations? Response: Airport Link offers weekly station usage fee tickets at a discounted price for airport workers travelling to work by train. This is priced at $21. The weekly station usage fee product allows unlimited trips to or from the airport stations within the week. This compares to an adult single station usage fee ticket price of $12.60 or $25.20 for a same-day return ticket. Similar discounted station usage fee tickets are available in monthly, quarterly and yearly variants: 2013 2014 Monthly station usage fee ticket (28 days): $80 $84 Quarterly station usage fee ticket (90 days): $257 $270 Yearly station usage fee ticket (365 days): $1,040 $1,092 2. The contract with Airport Link Company finishes in 2030. Can you clarify the station access fee when the contract expires? Response: At the end of the Airport Link concession period in May 2030, control and ownership of the four stations reverts back to the NSW Government. The rights of the Airport Link Company under the contract will cease, including its right to determine station access fees. It is then a matter of policy for the government of the day to determine the level and nature of any access fees payable. 3. What would be the impact if government was to buy back the four stations on current agreements/contracts by way of compensation? Response: The Government can only buy back the four stations with the agreement of the operator, Airport Link Company. The cost would be subject to commercial negotiation. 4. Given the administration of Airport Link under the NSW Government cost recovery plan what out years will the project be cost neutral? Response: Revenue received by RailCorp over the full length of the Airport Link contract was expected to help recover the Government’s investment in the tunnels, track and related infrastructure. Cost recovery will be achieved through: share of net revenue generated by station access fees under a revenue sharing mechanism in the Airport link contract train fare revenue from patronage of the four Airport Link stations The amount received will depend on patronage, station access fees and fares over the term of the concession. 5. Given that Infrastructure NSW, the Productivity Commission and the Joint Study into aviation all recommend a reduction and/or removal of the station access fee as a way to alleviate surface road congestion around the airport, why does Transport for NSW not accept these recommendations? Response: The NSW Government has published strategic planning documents which outline the State’s infrastructure investment priorities over the short, medium and long term. The State Infrastructure Strategy, the NSW Long Term Transport Master Plan and Draft Metropolitan Strategy for Sydney identify a number of priority projects that relate to transport access and productivity in the Sydney Airport and Port Botany precinct. Projects include implementing the WestConnex Enabling Works, increasing train services and investigating potential additional bus services to the airport are being progressed. 6. The Joint Study into Aviation Capacity in the Sydney Region estimated that removal of the access fee could delay the capacity issues on the roads serving the airport by between one and four years. Can you indicate where these figures have been included in any modelling or decisions in relation to road works around the airport? Response: Traffic modeling undertaken by Roads and Maritime considers road capacity issues, including network capacity, forecast growth and priorities on the transport network. A reduction in the Station Access Fee has not been included in the modeling explicitly; however, an assumed increased mode share to public transport includes allowance for such changes. 7. Can you please provide the committee with the modelling that shows that the removal of the station access fee will only remove 3000 cars a day from the roads surrounding the airport? Response: This analysis was part of the Joint Study On Aviation Capacity in the Sydney Region. The analysis at that time indicated that the “100% removal of the SAF [station access fee] is estimated to result in a mode shift of approximately 3,350 trips per day in 2011 onto the Airport Rail Link” (p viii). It would be reasonable to assume that with a vehicle occupancy of 1.1 (the average number of people per vehicle), this amounts to around 3,000 cars. The report is available at the Commonwealth Department of Infrastructure and Regional Development website. 8. Has consideration been given to building a new railway line at Doody St within the Southern Industrial Area? Response: No. 9. Can you please provide the committee with information on the current service capacity of the airport line at the two airport stations? In particular ,what the current service capacity measurements are in relation to: a) The pre morning peak – pre 6 am? b) The morning peak – 6 – 10 am? c) The morning peak – 7 – 9 am? d) Post morning peak – 10 am – 3 pm? e) Afternoon peak – 3 pm – 7 pm? f) Post evening peak – 7 pm – 1 am? Response: Service capacity for the specified time periods are shown in the table below. Time Period To CBD From CBD a) Pre 6am 3,550 7,190 b) 6 - 10am 30,524 30,496 c) 7 - 9am 16,152 15,230 d) 10am - 3pm 35,852 35,862 e) 3pm - 7pm 28,662 28,652 f) 7pm - 1am 28,690 25,114 Source: October 2013 Standard Working Timetable, TfNSW 10. Is there any modelling that has been done by Transport for NSW of the impact of measures to get more freight on rail and the impact of road congestion on the roads surrounding the airport and Port Botany precinct? If so, could you please provide this to the committee? Response: Yes. The impact on road congestion is relatively small as truck movements occur across a 24 hour period. 11. Are you aware of concerns about the signage being tested as part of the wayfinding project and its impact on tourists and migrants for whom English is not their first language? What is being done to address these concerns? Response: Signage has been subject to formal customer testing. The testing demonstrates there is no impediment to tourists and migrants using the system. 12. Best practice in relation to airport travel by public transport is considered to be 40% of trips taken by public transport. Is there any target within Transport for NSW planning that is seeking to reach this best practice benchmark? If not, would Transport for NSW consider this? Response: Transport for NSW is undertaking a number of actions, as outlined in the NSW Long Term Transport Master Plan, to support the task of transporting people to and from the airport. This includes passenger rail, bus and road improvements. 13. Will Transport for NSW consider combining real time traffic information and rail information in the CBD and at the airport to provide signage about the estimated travel time both to and from the airport? Could this be considered as part of the wayfinding program? Response: While there is no active project underway Transport for NSW is open to considering Real Time initiatives that support and improve the customer’s experience of the transport system where value for money can also be delivered. Recent projects, such as the Real Time App, involve the distribution of data to third party providers, thereby harnessing innovation in the private sector and broader development community. 14. Has the government undertaken travel demand studies to determine: a) the modal split between people driving taking taxis, and using public transport to travel to Sydney Airport? b) the origin of the trips? c) the elasticity in motoring demand from passengers and workers? d) if yes, could a copy of these studies be provided to the Committee? e) if not, why not? Response: a) Yes. b) Yes. c) Booz&co undertook modelling for SACL in 2010. This report discusses the elasticities used for assessing the impact of removing the station access fee on travel demand. d) The Booz&co report ‘Impact of Fare Reform on the Sydney Airport Rail Link’ is available on the Productivity Commission website. e) NA. 15. The barrier statistics published by Bureau of Transport Services (BTS) are only “snapshots” of a “typical weekday” and do not provide an annual count of Airport Line station actual usage, entries and exits being the basis of the station access fee. BTS official patronage statistics are for journeys, which under-report entries and exits. Are there any actual annual statistics for entries/exits at the 4 Airport Line stations? Response: Passenger gate entries and exits at the 4 Airport Line stations for the calendar year of 2012 are shown in the table below. Station Entries Exits Total International Airport 947,032 939,389 1,886,421 Domestic Airport 1,955,780 1,694,411 3,650,191 Mascot 1,474,798 1,448,761 2,923,559 Green Square 1,094,660 1,059,023 2,153,683 Total 5,472,270 5,141,584 10,613,854 Source: Ticketing Reporting System, Transport for NSW Data is based on ticket validations at gates and excludes those passengers that entered/exited the station without validating their ticket. 16. The BTS barrier statistics show exactly the same number of people entering a station as exiting in a 24 hour period. Why? Surely the airport stations would not exhibit this characteristic? Response: The barrier counts provide estimates for passenger flows in and out of stations by various time periods during a typical weekday.
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